WO2016043756A1 - Amortisseur de transmission - Google Patents

Amortisseur de transmission Download PDF

Info

Publication number
WO2016043756A1
WO2016043756A1 PCT/US2014/056339 US2014056339W WO2016043756A1 WO 2016043756 A1 WO2016043756 A1 WO 2016043756A1 US 2014056339 W US2014056339 W US 2014056339W WO 2016043756 A1 WO2016043756 A1 WO 2016043756A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
damper
hub
clutch damper
inertia
Prior art date
Application number
PCT/US2014/056339
Other languages
English (en)
Inventor
Randy CORTRIGHT
Steve CHEVALIER
Original Assignee
Metaldyne, Llc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Metaldyne, Llc filed Critical Metaldyne, Llc
Priority to PCT/US2014/056339 priority Critical patent/WO2016043756A1/fr
Publication of WO2016043756A1 publication Critical patent/WO2016043756A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
    • F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
    • F16F15/1414—Masses driven by elastic elements
    • F16F15/1435—Elastomeric springs, i.e. made of plastic or rubber
    • F16F15/1442—Elastomeric springs, i.e. made of plastic or rubber with a single mass
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
    • F16F15/124—Elastomeric springs
    • F16F15/126—Elastomeric springs consisting of at least one annular element surrounding the axis of rotation

Definitions

  • the present invention relates generally to a dampening device for clutch assemblies and specifically to an elastomeric or fluid/viscous damper for reducing or eliminating torsional and bending vibration frequencies during clutch engagement and disengagement.
  • Automobile transmission systems specifically automatic transmission systems, include gear elements, such as planetary gears, and selectively engageable friction elements or clutches that are controlled to establish one of several forward speed ratios between the transmission input and output shafts.
  • the input shaft is typically coupled to the vehicle engine through a fluid coupling such as a torque converter, and the output shaft is coupled to the vehicle drive wheels through a differential gear set.
  • Shifting from a currently established speed ratio to a new speed ratio involves, in most cases, disengaging a clutch associated with the current speed ratio and engaging a clutch associated with the new speed ratio. Engagement and disengagement of a clutch may result in unwanted noise and vibration, such as vibrations caused by contact between the transmission hub and one or more plate components, such as discs or steel pairs.
  • a clutch damper is generally provided to dampen unwanted noise and vibration within a clutch assembly.
  • the clutch damper may be connected to a hub located on a shaft within the clutch assembly.
  • the clutch damper includes an inertia member and an elastomeric member positioned about the inertia member.
  • the elastomeric member may be connected to an inner wall of a hub, or optionally a mounting ring may be positioned between the elastomeric member and the hub to facilitate mounting to the hub.
  • the mass of the inertia member and thickness and stiffness of the elastomeric member may be tuned to dampen objectionable or unwanted vibration frequencies within the clutch assembly.
  • the clutch damper includes a housing comprising a hollow annular ring having a cavity therein.
  • An inertia member is positioned within the cavity along with a viscous fluid. The mass of the inertia member, viscosity of the fluid, and fluid pressure within the cavity may be tuned to dampen objectionable or unwanted vibration frequencies within the clutch assembly.
  • FIG. 1 illustrates a clutch assembly
  • FIG. 2 illustrates a perspective cross-sectional view of a hub.
  • FIG. 3 illustrates a cross-sectional view of an elastomeric clutch damper.
  • FIG. 4 illustrates a perspective view of an elastomeric clutch damper.
  • FIG. 5 illustrates an exploded view of an elastomeric clutch damper.
  • FIG. 6 illustrates a cross-sectional view of an alternative construction for an elastomeric clutch damper.
  • FIG. 7 illustrates a cross-sectional view of a viscous clutch damper.
  • FIG. 8 illustrates a cross-sectional perspective view of a viscous clutch damper.
  • FIG. 1 generally depicts a clutch assembly 10 within an automobile transmission, such as an automatic transmission.
  • the clutch assembly 10 includes a clutch hub 12 that is positioned about a shaft 14, such as a drive shaft.
  • the drive shaft 14 may be connected to and driven by a vehicle engine and configured to rotate about an axis.
  • the hub 12 may be connected to the shaft 14 and be configured to rotate therewith.
  • the hub 12 may be any appropriate size and shape, such as generally cylindrical, as shown in FIG. 2.
  • the hub 12 may include a base 16 having a circular shape, and a wall 18 protruding from an outer edge of the face 16.
  • the face 16 may include an opening 20 for receiving the shaft 14 therethrough.
  • the wall 18 may include an outer surface 22 and an inner surface 24.
  • the outer surface 22 may include a plurality of teeth or gears 26.
  • the inner surface 24 may be machined to facilitate a specified straightness and fit, as discussed further below.
  • the clutch assembly 10 may include a plurality of plates 28, such as friction plates.
  • the plates 28 may be configured to engage the outer surface 22 hub 12 and rotate therewith.
  • the plates 28 may include teeth arranged to engage the gears 26 of the hub 12.
  • the plates 26 may selectively engage an outer housing based on the selected gearing ratio.
  • the clutch assembly 10 may compress the plates 28, using fluid pressure or otherwise, to engage the plates 28 with the outer housing 18 to move in unison with the hub 12.
  • the engagement between the plates 28 and the outer housing that occurs when the transmission changes gears may cause unwanted noise and vibrations on the hub 12.
  • the plates 28 may include outer teeth or gears that may engage openings in the outer housing and may cause unwanted ringing or vibration.
  • the hub 12 may therefore be equipped with a damper to reduce the unwanted ringing and vibration.
  • FIGS. 3-8 generally illustrate a clutch damper 30.
  • the clutch damper 30 may be connected to the hub 12 and positioned to nest inside the cylindrical opening in the hub 12.
  • the damper may dampen and absorb the unwanted vibrations.
  • the damper 30 may include a mounting ring 32, as shown in FIGS. 3-5.
  • the mounting ring 32 may comprise an annular ring composed of any appropriate material.
  • the mounting ring 32 may be configured to mount to the inner surface 22 of the hub.
  • the inner surface 22 may be machined to receive the mounting ring 32 in a press-fit configuration.
  • the mounting ring may be welded or otherwise connected to the inner surface 22 of the hub 12.
  • the damper 30 includes an inertia member, such as an inertia member 34.
  • the inertia member 34 may be generally circular or cylindrically shaped, and sized to fit within at least a portion of the mounting ring 32.
  • the inertia member 34 may have an L-shaped cross- section, as shown in FIG. 3.
  • a first portion of the inertia member 34 may form an inner ring 36 that fits within the mounting ring 32.
  • a second portion of the inertia member 34 may form a top ring 38 that extends over the mounting ring 32.
  • the damper 30 may include an elastomeric member 40.
  • the elastomeric member 40 may be annular shaped and formed out of any appropriate elastomeric material, such as rubber.
  • the elastomeric member may be positioned between the inertia member 34 and the mounting ring 32.
  • the elastomeric member 40 may be positioned between the inner ring 36 and the inside of the mounting ring 32 in a concentric arrangement, allowing the inner ring 36 to protrude through an opening in the annular elastomeric member 40
  • damper 30 is shown and described as including the mounting ring 32, it will be appreciated that the damper 30 may be connected directly to the hub 12 without use of a mounting ring 32.
  • the elastomeric member 40 may be directly connected to the inner surface 24 of the hub 12.
  • the damper 30 may be tuned to absorb and reduce the system's resonant vibrations. Specifically the mass of the inertia member 34 and thickness and stiffness of the elastomeric member 40 may be tuned to dampen the resonant noise and vibrations caused by the contact between the hub 12 and the outer housing. The damper 30 may be tuned to dampen both torsional and bending frequencies. The inertia member 34 may provide the inertia necessary to control the vibration and the elastomeric member 40 may provide the desired stiffness to dampen the resonant frequencies by converting the vibration energy to heat.
  • the damper 30 may include a plurality of openings to allow lubrication to enter and flow through the system.
  • the openings may be any appropriate shape and size and may be arranged to allow oil or any lubricant to flow through and around the damper to various components of the clutch assembly 10.
  • the inertia ring 34 and elastomeric member 40 may be configured in a stacked arrangement, as shown in FIG. 6.
  • the elastomeric member 40 may be connected, directly or indirectly, to the face 16 of the hub 12.
  • the inertia ring 34 may be connected to the elastomeric member 40 on the opposite side of the face 16.
  • a mounting ring 32 may be positioned between the elastomeric member 40 and the face 16 of the hub 12.
  • the mounting ring 32 may be connected directly to the inside of the face 16. As shown in FIG.
  • the mounting ring 32 may include a first portion 42 connected to the inner surface 24 and a second portion 44 to form a surface approximately parallel with the face 16 of the hub 12.
  • the second portion 44 may be connected to the face 16, as described above, or may be positioned a distance away from the face 16.
  • the elastomeric member 40 may connect directly to the second surface 44 and the inertia ring 34 may be connected to the elastomeric member 40, as shown in FIG. 6.
  • the clutch assembly 10 may include a viscous damper 50.
  • the viscous damper 50 may be configured to engage the hub 12 and dampen unwanted vibrations using friction and viscosity.
  • the viscous damper 50 may include a housing 52.
  • the housing 52 may be generally circular or annular to form a hollow ring having a cavity 54 inside.
  • the housing 52 may be sized and shaped to fit within and connect to the hub 12.
  • the housing may connect to the inner surface 24 of the hub 12.
  • the inner surface 24 may form a portion of the housing 52.
  • One surface of the housing 52 may comprise a cover 56.
  • the cover 56 may be removable to provide access to the cavity 54, and may be fixed to the housing 52 by any appropriate means, such as laser welded to the housing.
  • the cover 56 may comprise a generally flat ring configured to connect to the inner surface 24 of the hub 12.
  • An inertia ring 58 may be located within the cavity 54.
  • the inertia ring 58 may be generally annular and sized and shaped to fit within the cavity with a specified clearance.
  • the clearance or remaining area within the cavity may be filled with a viscous fluid 60, such as silicon or any appropriate viscous fluid.
  • the fluid 60 may be input into the cavity 54 or drained from the cavity 54 through a port 62.
  • the port 62 may be accessible via plug 64, such as a weld plug, that may be inserted into the port 62 once the fluid 60 has been into the cavity.
  • the viscous damper 50 may be tuned to absorb and reduce torsional frequencies on the hub 12.
  • the mass of the inertia ring 58, thickness or viscosity of the fluid 60, and clearance within the cavity 54 may be adjusted and tuned to dampen resonant frequencies within the system.
  • the inertia ring 58 may provide the inertia necessary to control the vibration within the clutch assembly 10, while the fluid 60 may dampen the resonant frequencies by converting the vibration energy to heat.
  • the inertia ring 58 may move within the cavity 54 with respect to the fluid 60, thereby creating a friction or shearing force to convert the vibrations to heat.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

L'invention concerne un amortisseur d'embrayage conçu pour amortir le bruit et les vibrations indésirables à l'intérieur d'un ensemble embrayage. L'amortisseur d'embrayage comprend un élément d'inertie et un élément élastomère placé autour de l'élément d'inertie. L'amortisseur peut être relié à un moyeu situé sur un arbre à l'intérieur de l'ensemble embrayage.
PCT/US2014/056339 2014-09-18 2014-09-18 Amortisseur de transmission WO2016043756A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/US2014/056339 WO2016043756A1 (fr) 2014-09-18 2014-09-18 Amortisseur de transmission

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2014/056339 WO2016043756A1 (fr) 2014-09-18 2014-09-18 Amortisseur de transmission

Publications (1)

Publication Number Publication Date
WO2016043756A1 true WO2016043756A1 (fr) 2016-03-24

Family

ID=55533635

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2014/056339 WO2016043756A1 (fr) 2014-09-18 2014-09-18 Amortisseur de transmission

Country Status (1)

Country Link
WO (1) WO2016043756A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4307627A (en) * 1979-11-15 1981-12-29 Simpson Industries Inc. Air cooled damper
US5788037A (en) * 1996-07-16 1998-08-04 New Venture Gear, Inc. Integrated clutch transmission
US6386065B1 (en) * 2000-07-25 2002-05-14 The Gates Corporation Dual ring damper
US7478709B2 (en) * 2005-01-11 2009-01-20 General Motors Corporation Vibration damping apparatus
GB2451887A (en) * 2007-08-17 2009-02-18 John Morton Limited slip differential
US8506434B2 (en) * 2011-01-24 2013-08-13 The Gates Corporation Isolating decoupler

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4307627A (en) * 1979-11-15 1981-12-29 Simpson Industries Inc. Air cooled damper
US5788037A (en) * 1996-07-16 1998-08-04 New Venture Gear, Inc. Integrated clutch transmission
US6386065B1 (en) * 2000-07-25 2002-05-14 The Gates Corporation Dual ring damper
US7478709B2 (en) * 2005-01-11 2009-01-20 General Motors Corporation Vibration damping apparatus
GB2451887A (en) * 2007-08-17 2009-02-18 John Morton Limited slip differential
US8506434B2 (en) * 2011-01-24 2013-08-13 The Gates Corporation Isolating decoupler

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